Power-transmitting clutch



(No Model.) 2 Sheets--Seet 1. W. F. SHERMAN.

POWER TRANSMITTING CLUTCH.

No. 413,569. Patented 001;.22', 18819. I

N, PETERS. "M0-mmh. Whingkm. D. C.

2 Sheets-Sheet 2.

(No Model.)

W. F. SHERMAN.

POWER TRANSMITTING CLUTCH.

No. 413,569.` Patented 0013.22, 1889.

Witz-I ffy/www UNITED STATES' PATENT- OFFICE.

WILLIAM ESI-IERMAN, oE LOWELL, MASSAoIIUSETTS, ASSIGNOR, BY MESNE ASSIGNMENTS, To TIIE SHERMAN ELEoTRIo STORAGE EQUIPMENT ooM- PANY, OF NEW HAMPSHIRE.

POWER- TRANSMITTING CLUTCH.

SPECIFICATION forming part of Letters Patent No. 413,569, dated Octber22, 1889.

Application filed July 14, 1887. Serial No. 244,330. (No model.)

To all whom it may concern:

Be it known that I, WILLIAM F. SHERMAN, a citizen of the United States, residing at Lowell, in the county of Middlesex and Commonwealth of Massachusetts, have invented a certain new and useful Improvementin Power-Transmitting Clutches, of which the following is a specification.

My invention relates to power-transmittin g Io clutches, and is specially designed to be used with electric motors on cars/of electric railways. 4

In the accompanying drawings, on two Sheets, Figure l iS a side elevation of my im- I5 proved clutch, showing a brake-rod and means of operating said clutch by the use of Said brake-rod .and agifbandfpulley on the arbor of `the clutch to enable said arbor to be connected with an electric or other motor; Fig. 2, zo a section on lineV w Qc in Fig. 3 of the clutch and connected parts, showing part of a dynamo or electric motor; Fig. 3, a right end elevation of my improved clutch, omitting the non-friction Wheel and its cones; Fig. 4, a Section on the line y yin Fig. l; Fig. 5, a vertical central longitudinal Section of the female part of the clutch on the line ze in Fig. 6, showing also part of theV clutch arbor or shaft; Fig. 6, a verticahtransverse section of 3o the same parts on the line c o in Fig. 5; Fig.

'7, an outside elevation of either of the nonfriction wheels, the same being partly in section through the aXis of one of the anti-fric-` tion cones, said cone being also in section in the same plane; Fig. 8, a side elevation of a part of the lower portion of a car, showingone truck and its supporting-Spring, the clutch',

part of the dynamo, and the means of connecting the dynamo through the clutch to a 4o longitudinal Shaft carrying beveled gears which engage with other beveled gears on the car-wheel axles; Fig. 9, a plan of the wheels and axles of a truck, beveled gears secured on said axles, the shaft carrying beveled gears 45 and a- Spur-gear; Fig. l0, an end elevation of the open end of the female part of a modified form of the clutch, showing the packing; Fig. 1l, like Fig., 10, with the packing omitted; Fig. 12, a section on the line w w' in Fig. 1l.

One object of Iny invention-is `to enable 5o i .cially intended for use with the cars and Inotors of electric railways, with much less electric energy, in order thereby to reduce the expense of the plant and to enable the arma-` ture to be runcontinuously while the train is Iarily until the armature shall acquire suffipreferably metallic, which supports the clutch C, and is provided with two vertical 'post-s or duced part serves as a journal of the clutch and turns in the hanger a. The body 'of the` at rest, so that the momentum of the arma-` ture may be used to overcomethe inertia of the car in starting the same and to enable 6o the inertia of the car to be overcome quickly Ior slowly, as desired, according to the grade of the road and the load, and to enable the car on a steep upgrade to be stopped momentcient speed and momentum to move the car along again with the electric energy that may be applied. lt is well known that it requires several times as much power to start a car on a level road or to start a b oat as is required to keep such car or boat moving after thel inertia of starting has been overcome.

The clutch hereinafter described is appliy l cable to different kinds of machinery, but is especially designed for cars and vessels driven by 'electric motors,l and in Figs. 8 and 9 of the drawings is shownjjapplied to a car.

In Figs. 1, 2, 3, et, and 8,: A is the frame,

hangers" a a. The female part C of the clutch C is provided with a hub c, having a reduced part c and shoulder c2, which re- `part C of the clutch is in shape like the `frustum of a hollow cone, and may be pro- `vided with one or more radial partitions c3,

arranged within said part C and connecting the' walls of said part with the hub c, the object of' Said partitions being to prevent the packing c4 from turning in said part C', and also to'strengthen said part. Four Screws c5 turn Without advancing in `holes c6` (see Fig. 5) in the closed end of the part C', parallel with the axis of the clutch, said screws being provided with c ollars c7. within said closed vend vand on the outside of Said closed end Sog` with many-sided nuts or rings cs, which are securely fastened to the outer ends of said screws, and which are adapted to be engaged by a wrench, for the purpose of turning said screws. The threaded parts of the screws within the clutch engage threaded holes o9 in arc-shaped plates 010 and extend through said plates into the packing c4, so that turning the screws in one direction pushes the packing toward the open end of the part C, and turning them in the other direction draws the packing into said part C and compresses the packing, which is somewhat elastic, owing to its composition. TheV packing consists of 'alternate sheets of leather c11 and vulcanized rubber c, the outer sheet being preferably of leather, as well as the innermost sheet, in order that when the packing is heated by excessive friction and the rubber is thereby softened it may not adhere to-the metal of the part C of the clutch. The male part C2 of the clutch C is circular and of the same diameter as the open end of the part C', and is beveled at C13 annularly near its outer edge to fit the beveled outer edge 014 of said part C. Withinthe annular bevel cl3 is an annular flange c, just large enough and of a proper shape to fill the open end of the part C when the clutch is fully coupled. Within the flange 015 the inner face of the part C2 is provided with an annular cavity which ares from near the center outwardly to the projecting edge of the iiange 015, in order to give with a complete contact between these beveled f nof the part C2 and the packing c4.

a greater surface of contact between the parts of the elutch,or between the inner face The flange c15 is intended to be at all times, whether the clutch is coupled or not, within the bevel of the part- C, the packing not extending to said bevel. This is to prevent the packing from fraying at the edges and getting between the beveled edges 013 014, and thusA interfering surfaces. A spiral spring cui between the part C2 and the inner end of the hub c uncouples the clutch, the coupling being accomplished as hereinafter described. The male part of the clutch is splined at d onto the shaft D of the dynamo D', so as to be free to slide thereon and to be turned thereby, the shaft D also passing through and turning freely in the hub c of the female part of the clutch. On the shaft D is a non-friction wheel E, provided with anti-friction rolls or cones e, journaled radially therein and resting against the outer surface of the part C2 of the clutch, the shaft turning freely in said non-friction wheel, which is provided with an arm e', which reaches into or through a slot a2 and prevents the non-friction wheel from turning with the shaft, the slot a2 being long enough in the direction of the shaft D to allow the non-friction wheel to be adjusted longitudinally on said shaft. The non-friction wheel E on the opposite side from the anti-friction rolls e is provided with an externally threaded hub e2, which engages the internally-threaded hub f of the gear-Wheel F, in which the shaft D turns freely, said gear F having a shoulder f and a reduced part f2 or journal, which turns in the hanger a of the frame A, the shoulder f preventing the gear F and its hub from moving outward or away from the non-friction wheel E, so that turning the gearF in one direction causes the wheel E to move away from it and to press the part C2 against the part C" and couple the clutch. The gear-hub f has another shoulder f3 outside of the frame, which prevents said hub fand the gearF from mov-YV ing longitudinally in the fraine A, so that turning the gear F in the other direction will relieve the pressure of the non-friction wheel E upon the part C2 and allow the clutch to `be uncoupled by the expansion of the spring If the end-thrust of the part C2 of the C15. clutch were borne wholly by the frame A, the friction between the shoulder c2 and the frame would be so great as to occasion a great loss of power. There is therefore secured to the outer end of the part c a circular plate G,

the outer surfaceY of which is conical, and to the end of the shaft D is secured a non-fric tion wheel Hthe anti-friction rolls 7?, of which v rest against the outersurface of the plate G, said wheel H and its rolls h being substantially like the wheel E and rolls e, except that the wheel H is splined to the shaft D at h and turns with said shaft, being held thereon by the washer d and anut d2, which engages the threaded end of said shaft. The nonfrict-i'on wheel has a tendency to crowd the 4shaft D Vendwise, (to the left in Figs. 1, 2, and

8,) and tocounteract this tendency another non-friction wheel I is splined to the shaftD at i', and is provided with anti-friction rolls IOO t', which bear against the outer surface of the circular plate J, secured to the frame A and being substantially a part of the same.

The construction above described prevents any addition of frictionbetween the revolving parts of the clutch and the frame upon the coupling of the clutch. The packing of the clutch will be found to be .particularlyn words, the plate Gr and the gear G are cast in one piece,'and from this gear is transmitted the power from the motor to the machinery it is desired to drive when the clutch is coupled, as will be further explained. The clutch may be coupled and allowed to uncouple simply by turning the wheel F, which might be a handwheel or a band-pulley, but is here repre-V sented, as above stated, as a gear-wheel. The

IIO

teethl of the gear-wheel F engage the teeth of a pinion K, supported upon a shaft K', which turns in suitable bearings Vin the hangers@ c' of the frame A, said shaft K' being parallel with' the shaft D, and one end of said shaft K being provided with a beveled gear 7o, secured to said shaft, which engages another beveled gear Z on the-vertical spindle L, the latter being provided at its upper end with a hand-wheel Z', (see Fig.` 1,) like the brakewheel in common use, so that by turning the brake-wheel the shaft K' is revolved, and, through the pinion K and gear-wheel F, causes the clutch to be coupled or uncoupled, according to the direction in which the brakewheel andits spindle are rotated. When the clutch is used with a car, it is secured' tothe under side of the body of the mss car, as represented in Fig. 8, and a'shaftM is arranged below the'clutch parallel with theV shaft D, the shaft M carrying a gear fm, which engages with the gear G' and causes the shaft M to be rotated when the gear G' is rotatedthat is, when the clutch C is coupled. The shaft M is supported horizontally in suitable hangers m' m2, the hangers being secured in i any obvious manner to the under side of the body of a car, or, if preferred, being cast in one piece with the frame A.' Eah endof the shaft M has secured to ita beveled pinion m3 m4, and these pinions engage beveled gears N N', secured to the axles O O', respectively, of the car or truck, the car-wheels being rep# resented at P P'.

The construction of the female part of the clutch shown in Figs. lO, ll, and l2 differs from that above described in omitting the partitionsfcg (shown in Fig. et) and in usinga sin' gle annular plate c1T and three screws 018 in place of the two arc-shaped plates '010 and two pairs of screws c5, the single' plate and three screws serving the same purpose as the two plates and four s crews required when the partitions c3 are used, it being .intended to use the partitions only when the clutches are to be subjected to great strain.

The contact between the packing and the male part of the clutch in the partial coupling, which takes place before the beveled surfaces of the counterparts of the clutch touch each other, l call the relief-contact, because it relieves the dynamo or transmits less power and consumes less power when the car is running on level ground or under favorable con` ditions, while positive contact or actual` contact of the metal parts of the clutch is only necessary when the car is on an upgrade, or in overcoming the inertia of the car when starting.

I claim as my invention-a` g l. A clutch having a female part provided with a somewhat elastic packing and with an annular beveled open end and a male part `provided withan annular iiange adapted to enter and'flt said open end when said clutch is fully coupled, and provided also with an annular bevel around said flange to iit the ibeveled end of said female part, said packing being arranged at a distancefrom' the open end of said female part less than the depth of said flange, in order that apartial coupling of said clutch may bring said packing and said male part in contact with each other, as 'and for the purpose specified. y

2. A clutch having a female part provided with a packing of alternate concentric layers of leather and rubber surrounding each other and with an annular beveled open end and a malepart provided with an annular ange adapted to enter and lit said openend when said clutch is fully coupled, and provided also with an annular bevel around said iiange to t the beveled endof said female part,`said packing being arranged at a distance from` `the open end of said female part less than the depth of said flange, in order that a partial other, as and for the purpose specified. v

3. A clutch having a female part provided with radial partitions and with a packing of somewhat elastic materialand with andan-1 nular beveled open end and a Amale part pro-` `coupling of said clutch may bring said pack 'ing and said male part in contact with each vided with ai annular iiange adapted to enl ter and fit said open end when said clutch is fullycoupled, `and provided also with an an- 1- nular bevel around said flange to fit thebev-l eled end of said female part, said packing being arranged ata distance `from the open` end of said female part less than the depth of said flange, in order that a partial `coupling of said clutch may bring said packing andsaid male part in contact with each other without turning said packing in said female part, asand for the purpose specified.

Ico`

4:. The combination of a clutch having a female part provided with a closed end and with an annular beveled open end, and ha`v-4 ing a male part provided withan annular flange adapted to enter and fit said open end Vwhen said clutch is fully coupled, and provided also with an annular bevel around said flange to fit the beveled endof' saidfemale4 part, a packing arranged within said female part, plates arranged withinsaid female part,

Irc

Iig

between the closed end thereof and said packing, and adjusting-screws turningin said closed end and forcing said plates against said packing, as and for the purpose specified-v f 5. The combination of the frame, the clutch having a female part provided with a hub journaled in said frame, another hub j0ur' naled in said frame and provided with an internal screw-thread, a shaft. turning in said hubs concentrically therewith, said clutch having a male part sliding on said shaft and rotating therewith, a non-friction wheel loose on said shaft and provided with anti-friction rolls which rest againstthe outerface of said male part, and provided also withV an externally-threaded hub adapted to 'enterl and engage said internally-threaded hub, wherebyf turning said internally-threaded hub in one direction will cause said clutch to be coupled and turning the same in the other direction will allow said clutch to be uncoupled, as and for the purpose specified.

6. The combination of the frame, the clutc having a female part provided with a hub journaled in said frame, another hub journaled in said frame and provided with an internal screw-thread, a shaft turning in said hubs concentrically therewith, said clutch having a male part sliding on said shaft and rotating therewith, a non-friction wheel loose on said shaft and provided with anti-friction rolls which rest against the outer face of said male part, and provided also with an externally-threaded hub adapted to enter and engage said internally-threaded hub, a gear secured to said internally-threaded hub, another shaft provided With a gear which engages said first-named gear, and provided also with a bevel-gear, and a Avertical spindle or shaft provided at one end with a .handwheel and at the other end with a bevel-gear, which engages said first-named bevel-gear, as and for the purpose specified.

7 The combination of the frame, the clutch having a female part provided` with a hub journaled in said frame, another hub journaled in said frame and provided with an internal screw-thread, a shaft turning in said hubs concentrically therewith, said clutch having a male part sliding on said shaft and rotating therewith, a non-friction wheel loose on said shaft and provided with anti-friction rolls which rest against the outer face of said male part, and provided also with an externally-threaded hub adapted to enter and engage said internally-threaded hub, another non-friction wheel provided with anti-friction rolls, a circular plate secured to the hub of said female part outside of said frame and bearing against said last-named anti-friction rolls, and a third non-friction wheel secured to said shaft and provided with anti-friction rolls which bear against the outside of said frame at the opposite side of said frame from said circular plate to prevent an endwise movement and pressure of the shaft and to diminish the friction on said shaft, as and for the purpose specified.

8. The combination of the car provided with wheels and axles, bevel-gears secured to said axles, a shaft arranged at right angles to said axles and provided with bevelgears which engage said firstnamed bevelgears, and provided also with a spur-gear, a clutch, a spring to open said clutch, a wheel sliding on said shaft, but not turning therewith, and having an externally-threaded hub, an internally-threaded hub which engages said externally-threaded hub, and a spur-gear secured to the driven counterpart of said clutch and engaging said first-named spurgear, as and for the purpose specified.

9. The combination of the car provided with wheels and axles, bevel-gears secured to said axles, a shaft arranged at right angles to said axles and provided with bevelgears Which engage said first-named bevelgears, and provided also with a spur-gear, a clutch, a spring to open said clutch, a wheel sliding on said shaft, but not turning therewith, and having an externally-threaded hub, a gear having an internally-threaded hub which engages said externally-threaded hub, a counter-shaft, a pinion fast on said counter-shaft and engaging said last-named gear, a bevel-gear fast on said counter-shaft, a vertical spindle, a bevel-gear fast thereon and engaging the bevel-gear on said counter-shaft and a hand-wheel secured on said spindle, and a spur-gear secured to the driven counterpart of said clutch and engaging said firstnarned spur-gear, as and for the purpose speciiied.

In witness whereof I have signed this speciiication, in the presence of two subscribing witnesses, this 25th day of June, A. D. 1887.

WILLIAM F. SHERMAN.

Witnesses:

ALBERT M. MOORE, KIRKLEY HYDE. 

